Power drive and control mechanism



Aug. 30, 1949.. .1. R. THOMPSON POWER DRIVE AND CONTROL MECHANISM 4 Shee'ts-Sheet 1 Filed March 16, 1945 Aug. 30, 1949. J. R. THOMPSON POWER DRIVE AND CONTROL MECHANISM 4 Sheets-Sheet 2 Filed March 16, 1945 J. R. THQMPSON 2,480,521

POWER DRIVE AND CONTROL MECHANISM Filed March 16, 1945 4 Sheets-Sheet 3 J. R. THOMPSON POWER DRIVE AND CONTROL MECHANISM Aug. 30 1949.

4 Sheets-Sheet 4 Filed March 16, 1945 Patented Aug. 30, 1949 ITED STATES POWER DRIVE AND CONTROL MECHANISM Joseph R. Thompson, Cranston, B. L Application March 16, 1945, Serial No. 583,098

2 Claims. l

The invention appertains to improvements in power drive and control mechanisms, and has for one of its several objects and advantages, to provide an extremely simplified and appreciably less expensive type thereof, having a more or less general application, either for use as an independent unit, or in conjunction with other mechanical assemblies, such as those employed for air and marine propulsion, or in industrial operations involving the handling, controlling, and processing of air, liquids, gases, powders, and similarcmaterials, eliminating the need for conventional reduction and reversing gear and clutch mechanisms, common to such assemblies, and operating with a much greater economy, efflciency, and smoothness.

Another object of the invention has to do with the provision of a novel, practical and efficient, power drive and control mechanism, particularly designed for driving and controlling a variable pitch propeller, for either air or water craft propulsion, an accurate adjustment in the pitch of the blades of the propeller being effected through a remote control, located at the pilot's or navigators post of command.

A further object of the invention lies in the provision of the improved power drive and control mechanism, wherein one of the mechanical refinements thereof is resident in alocking device for securing the elementsof the mechanism in selected positions of adjustment, the same being located close to sources of vibration, which might develop during unusual operating conditions, so as'to prevent the transmission of such vibrations to the control linkage and also any inaccuracies due to lost motion, if any developes in the control linkage after prolonged service.

Yet another object of the invention is to provide the improved power drive and control mechanism with certain mechanical refinements which make for a rugged and smooth running construction, facility in assembly and disassembly of parts, and assurance of proper alignment, with the use of simple tools by persons of limited mechanical experience.

With these and other objects and advantages of equal importance'in view, the invention resides in the certain new and useful combination, construction, and arrangement of parts, as will be hereinafter more fully described, set forth in the appended claims, and illustrated in the accompanying drawings,'in which:

Figure 1 is a top plan view of the variable pitch propeller drive assembly, in accordance with the invention;

Figure 1a is a similar view of the-remote control assembly per se;

Figure 2 is an enlarged, vertical, longitudinal section, taken through the line 2--2 on Figure 1, looking in the direction of the arrows;

Figure 3 is an enlarged, vertical, transverse section, taken through the line 3-3 on Figure 2, looking in the direction of the arrows; V

Figure 4 is a sectional view similar to that of Figure 3, but taken through the line 4+4 on Figure 2, looking in the direction of the arrows;

Figure 5 is another similar sectional view, buttaken through the line 55 on Figure 2, looking in the direction of the arrows;

Figure 6 is an enlarged, vertical, transverse, sectional detail, taken through the propeller blade control shaft, and showing the drive shaft, a fragment of the hub mounting flange, and the fiange-to-shaft locking nut, in end elevation;

Figure 7 is a side elevation of one of the propeller blades and the shaft mounting therefor; I

Figure 8 is an enlarged, vertical section, taken through the line 8-8'on Figure "1a, looking in the direction of the arrows;

Figure 9 is a sectional view similar to that of Figure 8, but taken through the line 9-9 on Figure 1a, looking in the direction of the arrows;

Figure 10 is a side elevation, showing a tentative assembly of the operative connections between the controller and the propeller blade itch adjusting mechanism;

Figure 11 is an elevation of the forward end of the fairing cap'; v

Figure 12 is an enlarged, fragmentary section, taken through the line l2-I2 onFigure 11, looking in the direction of thearrows; and

Figure 13 is an enlarged, fragmentary detail of the fairing cap, showing one of the recesses to house the head of ascrew for securing the cap in place.

Referring in detail to the drawings, wherein like characters of reference denote corresponding parts in the several views, the improved power drive and control mechanism, as itis exemplified therein in connection with a variable pitch marine propeller assembly, is comprised in a drive shaft 22, supported in tapered roller bearings 24, mounted in the ends of a transmission case, which is open at its top side and made up of abottom wall 10, side walls l4, end walls I 6, and a removable cover plate l8, secured on the open top, by means of screws 20; the bottom wall l0 having apertured side flanges H, for the bolting of the transmissionicase in a desired position of support.

' The tapered roller bearings 24 serve to take 3 both the radial and longitudinal thrust of the drive shaft 22; the end thrust, when the shaft is drivin forward, being taken on the inner race of the rear of the bearings, from the forward face of a split thrust collar 26, secured on the drive shaft by bolts 28, and the end play in the drive shaft is also adjusted at this point, by loosening up on the bolts 28 and turning the collar on threads 30, cut in itself and in the drive shaft, thus pullingthegcollargto andt'away; from the inner race -to the position of desired-adjustment. When properly adjusted, the collar 26 is securely locked in place by tightening up on the bolts 28s: a the threads 30 preventing any dislocation. of the collar on the shaft by the driving thrust thereof; 15 Oil retainers 32 are placed over thescuterzsides, of the roller bearings 24, to retain, a ,lubricant.

within the transmission caseendprevent'em trance thereto of any foreign matter. The reversedriving thrust of the drive shaft 22 is taken on the. inner race loft the foriward .of. the roller. bearings 25, from the hub' 34, ofL'iaipower coupling flang .36; the huhhcingsccmled'lon the forward end ..of the shaft; bylnwins .of. Ta .retaining screw 38, which is screwed.ti htly, ,irito threads. .40; p

vided for..it.'in theeshaf-tlendt'lit"being, here noted that. the shaft122 ismadelfrom tubular stock and has its forward ,endlapcredfas at;22a. Turning of .the power, couplinggflangel ,36," ,on. the drive 4 its surface, as best shown in Figure 2. The gear rack teeth 15 are disposed in mesh with pinions 78, mounted on the radially extending spindles 80, of several propeller blades 84, three of which are illustrated for purposes of the present description. Each of the pinions 18 is secured on the inner end of a spindle 80, by a castellated nut 85 and a key 98 (Figure 5); the pressure of the nut 86 against the pinion securely looks it, together withlarr interposed washes. 88 against a shoulder 82" (Figure 7); "the; washer 88 having bearing against a thrust washer 92, seated on the spindle and, in turn, bearing against a bearing..hoss. 94,. formed\.SVith and interiorly of the spindle housing 58'. The inward end play of each hi dle .SQriSaSliOPPBd by the spindle housing 55, at poin11,96,, whi1e the outward play thereof is stopped'bvthe thrust washer 92. The end play of .each=:spindle 80 is adjusted by simply varying the thickness of the thrust Washer 92, a it well understood... The.blade,spindlesftflwrevolve;freely in their respective bearingbosses 1.94 indirect rel-,-

ativeresponse toethe motion of ,thezcontml shaft 78;; the operation ofqwhichlyvillljbe..presently fully explained: Awateir. seall'isgprovided at. the ,outer. end. portion of eachjspindlhflflf itltakingthe form .v of a packing.glandjlldjwhichis' screwthreaded inwardly 4 of the spindle". housingafial. Substantially as shown in; Figures} and,5.l v Each propeller. blades 84 is,.,attached.i to... its. spindle 88 :by means of asocket lflfl'iand rivets 102,. when the blade. itselfgisiof..a.;cast metal. construction. When a formed sheet "metal. jblade isemployed, it 'isto Joe held seourely onlthe router, end

35 of the spindle, by h'aying its root end 'insertedinto ing assembly; the hub portion A l being secured in place by mcans..of,a;fla;ngeeto=shaft?lock nut 48,which.is screwed Ion .the shaft'end; at threads 50, against ..a lock'yvasher' 52; and otherwise pre-' vented from turning; on 'the jshaft by a key-'54,

' 'a slot milled through'the dihmetfitnfthe Spindle end and secured inrplacea y. ltlfe rivets l 02.. The use of a She t"v metalblade ishofpracticalyalue, dueto its ease and economygof.replaeement,. articue 4o larly when a blade, of a diiferentsize tontype. isdeseated ;in" complemental "keyways; formed in the drive shaft'122and the. hubiportionrc t; .the lock.

washer" 5 2 being "likewise lp revented" from turn- (Figure '6) engagedin 'a'keyway,formedas. a'cone tinuationof one of the 1keyways in which the key;

54 is engaged.- After thelock nut-48 is tightened in place, one "or'more'of lugs 520:; formed on'the.

outer. edge of the lockwasher 52, are bentfirmlydown onto 'one or more ofth'e 'fiats on" the lock' nut, thus preventing the,loosening-of the latter spindlehousing 58, which is aligned therewith byridges 6B: turned-pn'tifeir opposed surfaces; and, secured to -it,-- together -Withan interpOsed water seal gasket 62 by:fitted-bolt's, 64; having lock'nuts screw threaded ontotherearwardly directed ends thereof, sub'stantiallyas shownfinFi'gureZ. Similarly aligned'and-'seeuredtdthe rear end of the spindle -housing 58; together with an interposed water seal 'gasket- NJ is. 'a' substantially; conical fairingcap; 68; which is securedp'in place: by screws 1 2.

Extending rearwardly from withinthe tubular drive shaft 22;;is' a';contro1 .sh'aft i4, whichhas, its rear end *projecting into;the spindle housing 58 and providedwith" gearrack teeth 76;" milled in sired 'and, also, when one nommore of the blades.

is aooidently.damasedewhile. in, service,

Mounted" ',on .the ,drive shaft 22,7. within, the 1 tran mission case lids .-a. sleeve 164,1,hav n a t ,fi y lot "pa ed diametrically, throughthe same and throughalignedslots I l0,-.formed longitudinal1y in the-drive. shafthandfa. slotted ap tur l i c med in the forward. end-portion of:

the control shaft 14;. thlehkey bcin heldr'inplace... by 'clamp elements J 0811(Fl2ure .2) The forwaId-.-. end i of thesleeile 0.4 'lslcircumierentially reduced and ensagedibya yoke! t4, whichiride's the tre duoed portion..betweensthrnstwwashers.1 16, 1 l8; the thrust washers! l8 meferablictaking the .form

of 'a race. element 101.. iaJoall'bearinggasscmbly the.

latter being securedjlplacebha, cidIIlPningJ 2H,,

f astencd sainst. Lthe.,reduced ;end.;.ofthe .sleeve 0 b-y m anspf screws 1 22; The-connected end f e yoked l4 'is..substantia11y rcuateiri. form; and provided withlanai trture adjacent ea hend. f th "portion. fortthi passage therethrou h..of-,. slide r s 24; .I linwhicmare secured mine ends... of .the transmissionl case, M1,; by means. .rof 1 set, screws (not sh lwnl andakeyJ28; 'IhieyokeJ 14.. is positioned on the sleeve lllfwithlhe slidrodt I2 uppermost. ,andethis roc1;has.its topsurface milled .to pr v de. aiplurality; f. .locking s ctsol 30.: The cover Plate'JSZof tnetransmission case .10 is: longitudinally slottedaasiali. 18a, incline. .wi th', thel medial portion of. the. sliTdeIQd. l 26. and th islotted... opening .is ,closedlby, aosupplcmental L OYQr .plate .1

I812, carried on a shbulfllied IQD-,PQILlZl- IL.I MdaO h yo whiclrtonportionamlciects upwardly t ushlthe .0PenineJ8c. .to that .endisubstane tially as shown in Figures 2 and 3.

The pitchzof the propeller blades 84 is to be adjusted by directional movements imparted to the controlshaft 14 from a remote control station, through mechanical connections between the station and the yoke I I4, one set of which connections effects the locking and unlocking of the yoke and the other the shifting of the yoke and, through it, the control shaft 14 and the blade spindles 80,'when the yoke is released from its normally locked state. To this end, a lever I32 is secured to the top side of the yoke II4, by means of a bearing stud I34, and leads therefrom for connection with a linkage shaft I32 which, in turn, is connected to a second lever I36, with the latter connected by a clevis form of coupling I40 to a tubular spindle I42; the spindle being mounted for turning movements in a flanged bushing I48, seated in an opening in a suitable support-S, located at the control station. The top end of the spindle I42 is provided with an enlarged solid head I44, which rests upon the flanged upper'end ofthe bushing I48, and the spindle is secured against displacement from the bushing by means of a contractile collar I50, clamped about it by means of a bolt I52 and in abutted relation with the lower end of the bushing, or with a washer I54 interposed between it and the latter, substantially as shown in Figures 8 and 9. An operating handle I56 is pivoted, as at I58, in a slot I46, formed diametrically in the head I44, and is to be employed to turn the spindle I42, as required.

As before stated, the yoke I I4 is normally locked against movement on the slide rods I24, I26, and to thereby secure the propeller blades 84 in adjusted positions, and this is accomplished by means of a lock bar or key I62, mounted for vertical sliding movement in the top portion I Me, of the yoke, with itslower end normally engaged with one of the locking slots I30, in the top surface of the slide rod I24. This locking bar I62 is to be actuated from the control station, by pivoted movements of the operating handle I56, which movements are transmitted therefrom by means of a link.l64, depending from a pivoted connection I66 with the under side of the operating handle, the lower end of the link being pivoted, as at I68, medially of a short lever I10, that is pivoted, on a bolt I12, extending diametrically through the spindle I42. The lever I projects outwardly through a side opening adjacent the lower end of the spindle and has its outer end apertured to receive one end of a Bowden wire I14, which extends to and connects with one arm of a lever I16, pivoted in a bracket I18, mounted on the top portion I I4a, of the yoke I I4, the other arm of the lever having a pin and slot connection I88 with the locking bar I62; the latter being lifted from its engagement with a locking slot I30, of the slide rod I24, when the operating handle I56 is depressed on its pivot I58. An adjustable stop I60 is provided in the bottom of the slot I46, in the spindle head I44, to limit the movement of the operating hand, as occasion may require.

In operation, to adjust the pitch of the propeller blades 84, the operating handle I56 is depressed by the operator, when, due to the lever action of the handle on the pivot pin I 58, an upward pull is exerted on the link I64 and is transmitted by the short lever I10 and the choke wire I 14 to the lifting lever I16 (Figures 2 and 3), which acts to raise the locking bar I62 from its engagement with a locking slot I30, of the slide rod I24, thus freeing the yoke 4 for linear movement in either direction, fore or aft, on'the latter and the slide rod I26. With the operating handle I56 in its depressed state, a rotary motion is imparted to it by the operator, to the right or left of a neutral position of setting, which for cooperation with the scale graduations, while the opposite ends of the scale are marked A" and F, respectively for the directions of linear movements of the control shaft 14. The rotating force of the handle I56 is imparted to the spindle I42 and is transmitted from it by the connections I40 and I38 to the lever I36, which is connected to an angled arm I32 (Figure 1) to convert it into a push-pull motion that is transmitted through the bearing stud I34 to the yoke II4; the movement of the latter, in turn, being transmitted to the control shaft 14 by the collar I04; the longitudinal slots H0, in the drive shaft 22, permitting of the movement of these elements relatively thereto. The drive shaft 22, the collar I04, and the control shaft 14, all rotate together, during propeller operation and are held in alinement at all times by the spline key I06. Movement of the control shaft 14, in either a fore or aft direction, imparts a required rotary motion to the pinions 16 and the spindles 80, changing the pitch of the propeller blades 84 accordingly. A spring I82 is carried by the bracket I 16, on the top of the yoke II4, to return the lifting lever I16 to its normally inoperative position, when the locking bar I62 willagain engage with a locking slot I30, of the slide rod I24; the spring acting concurrently with the movement of the operating handle I56 to its position of rest. In order to maintain the choke wire I14 in a proper operative relation with the lifting lever I16, it is enclosed Within a sheath I14, which is clamped, as at I84, at several points along the lever and linkage connections between the con troller I56 and the yoke actuating lever I16, substantially as shownin Figure 10, the wire being free to move through the sheath, when actuated from the controller as well as in adjusting itself to the movements of the yoke actuating linkage.

Preferably, the axis of the face area of each of the propeller blades 84 is aligned slightly off the center of its respective spindle axis, substantially as shown in Figure 7, in order to create a very slight thrust in a longitudinal direction on the control shaft 14. This thrust is created by the action of the slightly unbalanced blade through the water, as when applied to boats; or by the action of a blade through the air or other medium in which it operates, its purpose being to keep the lost motion in the assembly in one direction at all times during operation, thus leading to a more accurate adjustment and smoother operation of the entire drive mechanism, throughout its active use.

Without further description, it is believed to be obvious that the disclosed embodiment of my invention is not confined to boat applications only, but that it is generally applicable for commercial use, as an independent unit in conjunction with other mechanical assemblies, in aircraft, industrial mechanisms, or in any manner where its novel advantages may prove commercially useful in the handling, controlling, and processing of air, liquids, gases, powders, and similar materials; also, it is to be understood that changes in design and minor details of construction of 

